Trip cock device



6F. 21, 1936. c, D. STEWART 2,028,726

TRIP COCK DEVICE Filed July 7, 1932 II In INVENTOR. CARLTON usTEwART ATTORNEY.

CLOI SED l h ll hil Patented Jan. 21, 1936 UNITED STATES PATENT OF F [C E TRIP (10 OK Carlton D. Stewart, Berkeley, Galifi, .assignorto The Westinghouse Air BrakefCompany, Wil merding, Pa., a corporation'of'Pennsylvania Application July 7, 1932, 'Serial'No. 621,197 1 Claim. (01. 251-153) '10 brake pipe, and wherein the moving valve parts are relatively light and, therefore, have relatively small inertia and the valve operating parts are made rugged and durable, so that they may effectively withstand severe :shock incident to 5.15 operation.

A further object of the inventionis to provide a trip valve device of the rotary type, wherein the valve is yieldingly arrested in closed and in its two open positions, so that it will remain in its closed position until automatically tripped to open position and remain in either of its open positions until manually moved or returned to closed position, and wherein the valve lever is permitted to overtravel beyond the valve open 25 .positions thereof in order that the frictional resistance of the valve may be utilized in retarding its opening movement, and wherein re- :sillent means are provided for limiting said-overtravel of the lever after it has moved a prede- 30 termined distance beyond either valve open position of the lever.

A further object of the invention is to provide a simple and inexpensivetrip valve device that is rugged and durable and which may be 35 readily assembled or dismantled for the purpose :of inspection or repair.

These andother objects of the invention that will be made .apparent throughout the further description thereof are attained by means of the 40 .trip valve device hereinafter described'and illustrated in the accompanying drawing; wherein,

Fig. -1 is an elevational view partially in section of a trip valve device embodying features of the invention;

45 Fig. 2 is a longitudinal sectional view of the trip valve device shown in Fig. 1, the section being taken on the line 2-2 of Fig. 1;

Fig. 3 is a transverse sectional view of the trip valve device, the section being taken on the 50 line 33 of Fig. 2;

Fig. 4 is a plan view of the segment valve shown in Fig. 2; and

Fig. 5 is a longitudinal section through the valve shown in Fig. 4.

55 Referring to the drawing, the trip valve device :comprises'a casing I I having a cylindrical bore '12, which constitutes a valve chamber l3 having acylindrical wall 14 formed by a cylindrical ibushing l5 that is disposed within the bore l2.

The chamber is provided with an inlet port 5 it having a threaded portion adapted to receive the threaded end of the brake pipe '11 of the usual fluid pressure brake equipment (not shown) and an outlet port I8 that is adapted :to be closed by a segment valve I9 that is .slid- 1 :ably mounted within the chamber and which is yieldingly pressed against the cylindrical wall thereof, which constitutesa valve seat 2|.

The casing II is provided with a fluid tight :cover .22 that is secured to the casing by means of bolts .23, with a packing gasket 24 disposed between the cover and the outer end face of the :casing II. .A valve I9 is adapted to be-operated by a valve'operating shaft 25 having a stem '26 that is journaled in a bushing 21 carried by .20.

the cov er-22' and in a bushing 28 disposed in a recess '29 in the'end'wall 31 of the casing ll. The-inner end of the shaft 25 is provided with a recess :32 forreceiving a spring 33 which is dis- :posed between the end wall3l of the casing and an anti-friction stud-34 having 'a'rounded head :35 which bears against the bottom of the recess .32 in the shaft '25 as indicated in Fig. 2. 'The spring 33 serves to yieldingly press the shaft 25 outwardly, so that the sealing flange 36 of the shaft '25 is pressed against an annular packing .37 disposed between the flange .35 and the inner end of the bushing 21. A fluid tight joint is thus provided surrounding the shaft, which prevents leakage of fluid from between the shaft stem 26 :and the bushing .21.

The enlarged portion of the shaft 25 is providedwith a notch38, which extendstransversely :thereof as indicated in Fig. 3, and a pair of spaced projections .39 which extend into the recess 4| :40 in :the .segment valve IS. The projections are .adaptedtoengage side lugs 42 integrally-formed on the segment valve l9. Thus a lost motion connection is provided between the shaft 25 and the segment valve l9, whereby the segment valve is moved upon its cylindrical seat 2| when the shaft 25 is rotated a predetermined distance.

A helical spring 43 is disposed within the recess 38 in the shaft 25 between the bottom 44 of the recess and a seat 45 on the segment valve I9. Since the end of the spring in engagement with the seat 45 is disposed between the lugs 42 The outer end of the shaft stem 26, which pro- 5 jects from the cover 22, is provided with a square portion 46 upon which an operating trip lever 41 is clamped by means of a bolt 48 which extends through bores 49 in the prongs 5| of the slotted end of the lever. The square portion 46 of the shaft extends through a square hole 52 in the lever and consequently the lever is secured against relative rotary movement with respect to the shaft when the bolt 48 is tightened. The upper corner of the square portion 45 on the stem 26 is provided with a notch 53 which is engaged by the bolt 48, and consequently the handle 41 is retained against longitudinal movement along the square portion of the stem.

The brake valve device is adapted to be secured or flxed to a car or locomotive (not shown) in such position that the trip lever41 will be engaged by a track trip 55 that is movable to the position shown near the rails for the vehicle, when it is desired to automatically stop a passing train. Normally the segment valve I9 and lever 41 are in the closed position shown in Figs. 1 and 3, where the valve is yieldingly retained frictionally upon its seat 2| by the spring 43 and by the fluid pressure within the chamber l3 to which the inner face of the segment valve I6 is subjected. The valve and lever are also frictionally retained in the closed position by means of a stop plunger 56 which is slidably disposed within a bore 51 in the lever 41. The outer end of the plunger 56 is provided with a spherical portion 58 that is adapted to be yieldingly pressed in to spherical recesses 59, 61 and 62, provided in the outer face of the cover 22.

As shown inrFig. 2, the plunger 56 is engaging the recess 59 and the lever 41 is yieldingly retained in the closed position shown in Figs. 2 and 3. In order to move the valve to an open position, the frictional resistance of the valve I9 upon its seat and the tension of the spring 51 must be overcome, and when the lever 41 is moved to either of the open valve positions on either side of the central closed-position the movement of the lever will be yieldingly arrested when the plunger 56 is pressed into either of the recesses 6| and 62 in the cover 22.

cated by the dotted line position of the handle shown in Fig. 1 to which position the handle may "EfrequentIy thrown in the event that it is engaged by the track trip 55-while the vehicle upon which the valve device is mounted is mov ing at a high rate of speed. By permitting a relatively large amount of over travel of the valve and lever 41 the rotative movement of the lever is frictionally opposed by the valve l9 and only in the event of operation of the trip lever while the vehicle is moving at relatively high velocity, will the lever be moved to its extreme limit of movement against the yielding stop member 63.

Should the weight of the lever 41 and the vibration of the vehicle cause the lever to move from an extreme open position toward closed position, this movement will be arrested while the handle and valve are still in valve open position when the plunger 56 is aligned with and engages in either of the recesses 6| or 62.

In operation, the lever 41 is in the closed position. When, for any reason, the lever 41 encounters a track trip 55, the lever will be forced to an open position wherein the vent port [8 is uncovered by the valve l9 and fluid under pressure is vented from the brake pipe l1, thereby causing an application of the brakes on the vehicle or train as the case may be. The lever 41 will remain in open position by reason of the yielding engagement of the plunger 56 with a recess 6! or 52. In order that the brakes on the train or car may be released, it is necessary for a trainman to first manually move the lever 41 to the closed position. Therefore, the train or vehicle cannot again be moved until the trip valve device is restored to its original closed position.

The valve device is herein disclosed as a part of an automatic trip valve device for fluid pressure brakes, but it will be understood that the valve structure may be employed Wherever it I35 is desirable to control the delivery of fluid under pressure.

While but one embodiment of the invention is herein disclosed, it is obvious that many changes may be made in the construction without de- 40 parting from the spirit of the invention.

Having now described my invention, what I claim as new and desire to secure by Letters Pattrip valve device comprising a casing, a ro- "4Z5 tary valve therein movable in opposite directions from a central valve closed position to a valve open position on either side of said central closed position, an operating lever for said valve adapted to be engaged by a trip member and open positions, and yielding stop means cooper- 155 ating with said casing and said lever for limiting the overtravel of the said lever at a distance beyond said valve open positions of said valve which distance is greater than the distance between said intermediate position and either of said operative positions."

CARLTON D. STEWART. 

